Adjustable performance for a vehicle

ABSTRACT

A recreational vehicle includes a seatbelt sensor configured to detect when a seatbelt is in an engaged position or a disengaged position and an engine control module in communication with the seatbelt sensor to automatically limit a maximum speed of the vehicle to a reduced maximum speed limit upon detection of the seatbelt is in the disengaged position.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/111,892, filed on Aug. 24, 2018, which is a continuation of U.S.patent application Ser. No. 14/571,847, filed on Dec. 16, 2014, which isa continuation of U.S. patent application Ser. No. 13/153,037, filed onJun. 3, 2011, which claims the benefit of U.S. Provisional PatentApplication No. 61/396,817, filed on Jun. 3, 2010, the disclosures ofwhich are expressly incorporated by reference herein.

BACKGROUND AND SUMMARY

The present disclosure relates to electronic throttle control, and moreparticularly to an electronic throttle control system for recreationaland utility vehicles.

In recreational vehicles such as all-terrain vehicles (ATV's), utilityvehicles, motorcycles, etc., a mechanical assembly is typically used forcontrolling the operation of the throttle valve. While many automotiveapplications utilize electronic throttle control for controllingthrottle plate movement, on- and off-road recreational vehicles oftenlink the throttle operator (e.g. thumb lever, twist grip, or foot pedal)directly to the throttle valve via a mechanical linkage such as a cable.As such, separate mechanical devices are necessary for controllingengine idle speed, limiting vehicle speed and power, and setting cruisecontrol.

Recreational vehicles are used for various applications such asnavigating trails, pulling loads, plowing, hauling, spraying, mowing,etc. With mechanically controlled throttle valves, the throttle responseis often jumpy or hard to control for applications such as plowing orhauling. The throttle valve may open too quickly or too slowly inresponse to corresponding movement of the throttle operator, resultingin an undesirable torque output at various positions of the throttleoperator. In mechanically controlled throttle valves, manually adjustingthe rate the throttle valve opens in response to movement of thethrottle operator is cumbersome and/or impracticable.

In one exemplary embodiment of the present disclosure, a recreationalvehicle is provided including a chassis, a ground engaging mechanismconfigured to support the chassis, and an engine supported by thechassis. A throttle valve is configured to regulate air intake into theengine, and an engine control module is configured to control thethrottle valve. An operator input device is in communication with theengine control module for controlling a position of the throttle valve.A drive mode selection device in communication with the engine controlmodule selects one of a plurality of drive modes, and the plurality ofdrive modes provide variable movement of the throttle valve in responseto a movement of the operator input device.

In another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmechanism configured to support the chassis, and an engine supported bythe chassis. A throttle valve is configured to regulate air intake intothe engine, and an engine control module is configured to control thethrottle valve. An operator input device is in communication with theengine control module, and the engine control module controls an openingof the throttle valve based on the operator input device. An idle speedcontrol device in communication with the engine control module selectsan idle speed of the engine and provides a signal representative of theselected idle speed to the engine control module. The engine controlmodule controls the throttle valve to substantially hold the engine atthe selected idle speed.

In yet another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmechanism configured to support the chassis, and an engine supported bythe chassis. A throttle valve is configured to regulate engine power,and an engine control module is configured to control the throttlevalve. A throttle input device is in communication with the enginecontrol module. A location detection device in communication with theengine control module is configured to detect a location of the vehicle.The location detection device is configured to provide a signal to theengine control module representative of the detected location of thevehicle, and the engine control module automatically controls thethrottle valve to limit the vehicle speed based on the detected locationof the vehicle.

In still another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmechanism configured to support the chassis, and an engine supported bythe chassis. A throttle valve is configured to regulate engine power,and a user interface is configured to receive a security code. An enginecontrol module in communication with the user interface is configured tocontrol the throttle valve, and the engine control module is configuredto receive the security code from the user interface. A locationdetection device in communication with the engine control module isconfigured to detect a location of the vehicle. The engine controlmodule automatically limits a torque output of the engine upon thesecurity code being received at the engine control module and upon thedetected location of the vehicle being outside a predetermined area.

In another exemplary embodiment of the present disclosure, an electronicthrottle control method is provided for a vehicle. The method includesthe step of providing an engine, a throttle valve configured to controla torque output of the engine, and an engine control module configuredto control the throttle valve. The method further includes monitoring atleast one of a vehicle speed and an engine speed and receiving a requestassociated with a maximum vehicle speed. The method includes limitingthe vehicle to the maximum vehicle speed upon the at least one of thevehicle speed and the engine speed being less than or equal to athreshold speed. The method further includes limiting the vehicle to adefault maximum vehicle speed upon the at least one of the vehicle speedand the engine speed being greater than the threshold speed.

In yet another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmechanism configured to support the chassis, and an engine supported bythe chassis. The engine is configured to drive the ground engagingmechanism. A suspension system is coupled between the chassis and theground engaging mechanism. The vehicle includes at least one of a speedsensor and a position sensor. The speed sensor is configured to detect aspeed of the vehicle, and the position sensor is configured to detect aheight of the suspension system. A throttle valve is configured toregulate engine power. An engine control module is configured to controlthe throttle valve. The engine control module is further configured todetect an airborne state of the vehicle and a grounded state of thevehicle based on at least one of the detected speed of the vehicle andthe detected height of the suspension system. The engine control modulereduces the speed of the vehicle to a target speed upon detection of theairborne state, and the target speed is based on a speed of the vehiclewhen the vehicle is in the grounded state.

In still another exemplary embodiment of the present disclosure, anelectronic throttle control method is provided for a vehicle. The methodincludes the step of providing an engine, a ground engaging mechanismdriven by the engine, a throttle valve configured to control a torqueoutput of the engine, and an engine control module configured to controlthe throttle valve. The method further includes observing a speed of thevehicle and detecting an airborne state of the vehicle based on anacceleration rate of the vehicle. The acceleration rate is based on theobserved speed of the vehicle. The method further includes reducing thetorque output of the engine upon detection of the airborne state of thevehicle to reduce the speed of the vehicle to a target speed, the targetspeed being substantially the same as a speed of the vehicle observedprior to the detection of the airborne state.

In another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a plurality ofground engaging mechanisms configured to support the chassis, and adrive train supported by the chassis. The drive train includes anengine, a transmission, and a final drive. The engine is configured todrive at least one ground engaging mechanism. The drive train includes afirst drive configuration wherein the engine drives at least two of theground engaging mechanisms and a second drive configuration wherein theengine drives at least four of the ground engaging mechanisms. Thevehicle further includes at least one sensor configured to detect aparameter of the vehicle and a throttle valve configured to regulateengine power. An engine control module is configured to control thethrottle valve. The engine control module is further configured todetect an airborne state of the vehicle based on the detected parameterof the vehicle. The drive train is modulated from the second driveconfiguration to the first drive configuration upon detection of theairborne state of the vehicle.

In yet another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a plurality ofground engaging mechanisms configured to support the chassis, and adrive train supported by the chassis. The drive train includes anengine, a transmission, and a final drive. The engine is configured todrive at least one ground engaging mechanism. The vehicle includes afirst sensor configured to detect a parameter of the vehicle and asecond sensor configured to detect an inclination angle of the vehicle.The vehicle includes a throttle valve configured to regulate enginepower. The vehicle further includes an engine control module configuredto control the throttle valve. The engine control module is configuredto detect an airborne state of the vehicle based on the detectedparameter of the vehicle. The engine control module adjusts the torqueof the engine upon detection of the airborne state and upon the detectedinclination angle of the vehicle being outside a predetermined range.The adjustment of a torque of the engine is configured to adjust theinclination angle of the vehicle to within the predetermined range.

In still another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmechanism configured to support the chassis, and an engine supported bythe chassis. A throttle valve is configured to regulate air intake intothe engine. An engine control module is configured to control an openingof the throttle valve. An operator input device is in communication withthe engine control module. The engine control module is configured tocontrol the opening of the throttle valve based on the operator inputdevice. The vehicle further includes a transmission driven by the engineand including a first gear and a second gear. The engine control moduleopens the throttle valve at a slower rate in the first gear than in thesecond gear based on a movement of the operator input device.

In another exemplary embodiment of the present disclosure, a vehicle isprovided including a chassis, a ground engaging mechanism configured tosupport the chassis, and an engine supported by the chassis. A throttlevalve is configured to regulate air intake into the engine. An enginecontrol module is configured to control an opening of the throttlevalve. An operator input device is in communication with the enginecontrol module. The engine control module is configured to control theopening of the throttle valve based on the operator input device. Thevehicle further includes a load detection device configured to detect aload of the vehicle. The engine control module opens the throttle valveat a first rate based on a movement of the operator input device whenthe detected load is within a predetermined range and at a second ratebased on the movement of the operator input device when the detectedload is outside the predetermined range. The first rate is faster thanthe second rate.

In yet another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmechanism configured to support the chassis, and an engine supported bythe chassis. A throttle valve is configured to regulate air intake intothe engine, and the engine generates a torque based on an opening of thethrottle valve. An engine control module is configured to control thethrottle valve. An operator input device is in communication with theengine control module. The engine control module is configured tocontrol the opening of the throttle valve based on a position of theoperator input device. The vehicle further includes a transmissiondriven by the engine and including a first gear and a second gear. Theengine control module automatically reduces the torque of the engineduring a shift of the transmission between the first gear and the secondgear.

In still another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a plurality oftraction devices configured to support the chassis, and a drive trainsupported by the chassis. The drive train includes an engine, atransmission, and a final drive. The engine is configured to drive atleast a portion of the plurality of traction devices. The drive trainincludes a first drive configuration wherein the engine drives at leasttwo of the traction devices and a second drive configuration wherein theengine drives at least four of the traction devices. The vehicle furtherincludes a throttle valve configured to regulate engine power and anengine control module configured to control the throttle valve. Anoperator input device is in communication with the engine controlmodule, and the engine control module is configured to control thethrottle valve based on a position of the operator input device. Theengine control module automatically reduces a torque of the engineduring a modulation of the drive train between the first driveconfiguration and the second drive configuration.

In another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmechanism configured to support the chassis, and an engine supported bythe chassis. A throttle valve is configured to regulate air intake intothe engine, and the engine generates a torque based on an opening of thethrottle valve. An engine control module is configured to control thethrottle valve. An operator input device is in communication with theengine control module. The engine control module is configured tocontrol the opening of the throttle valve based on a position of theoperator input device. The vehicle further includes an altitude sensorin communication with the engine control module. The altitude sensor isconfigured to detect an altitude of the vehicle. The engine controlmodule limits the opening of the throttle valve to a first maximumopening upon the vehicle being positioned at a first altitude and to asecond maximum opening upon the vehicle being positioned at a secondaltitude higher than the first altitude. The first maximum opening isdifferent from the second maximum opening.

In yet another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmechanism configured to support the chassis, and an engine supported bythe chassis. A throttle valve is configured to regulate air intake intothe engine, and the engine generates power based on an opening of thethrottle valve. An engine control module is configured to control thethrottle valve. An operator input device is in communication with theengine control module. The engine control module is configured tocontrol the opening of the throttle valve based on a position of theoperator input device. The vehicle further includes a continuouslyvariable transmission coupled to the engine. The engine is configured toapply a torque to the continuously variable transmission. The enginecontrol module monitors the torque applied to the continuously variabletransmission based on at least one of the position of the operator inputdevice and the opening of the throttle valve. The engine control modulelimits the torque applied to the continuously variable transmission towithin a predetermined torque range.

In still another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmechanism configured to support the chassis, and a drive train supportedby the chassis. The drive train includes an engine, a transmission, anda final drive. The vehicle includes a throttle valve configured toregulate engine power and a throttle input device configured to adjustthe throttle valve. An engine control module is in communication withthe throttle input device and the throttle valve. The engine controlmodule automatically controls the throttle valve to provide a torque tothe drive train during an idle condition of the engine.

In another exemplary embodiment of the present disclosure, arecreational vehicle is provided including a chassis, a ground engagingmechanism configured to support the chassis, and an engine supported bythe chassis. The vehicle includes a speed sensor configured to detect aspeed of the vehicle and a safety device configured to support theoperator. The safety device is adjustable between an engaged positionand a disengaged position. The vehicle includes a throttle valveconfigured to regulate engine power and a throttle input deviceconfigured to control the throttle valve. The vehicle further includesan engine control module in communication with the throttle valve, thesafety device, and the speed sensor. The engine control moduleautomatically reduces a torque of the engine upon detection of thesafety device being in the disengaged position and upon the detectedspeed of the vehicle being outside a predetermined range.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram illustrating an exemplary electronic throttlecontrol system according to one embodiment;

FIG. 2 is a perspective view illustrating an exemplary vehicleincorporating the electronic throttle control system of FIG. 1;

FIG. 3 is a block diagram illustrating the exemplary vehicle of FIG. 2;

FIG. 4 is a block diagram illustrating an exemplary configuration of theelectronic throttle control system of FIG. 1;

FIG. 5 is a block diagram illustrating an exemplary drive mode selectiondevice of FIG. 1;

FIG. 6A is a graph illustrating a throttle plate position versus athrottle control position in an exemplary normal drive mode;

FIG. 6B is a graph illustrating a throttle plate position versus athrottle control position in an exemplary plow drive mode;

FIG. 6C is a graph illustrating a throttle plate position versus athrottle control position in an exemplary work drive mode;

FIG. 6D is a graph illustrating a throttle plate position versus athrottle control position in an exemplary sport drive mode;

FIG. 7 is a block diagram illustrating an exemplary communicationnetwork for the electronic throttle control system of FIG. 1;

FIGS. 8A-8C are flow charts illustrating an exemplary method ofimplementing a maximum vehicle speed; and

FIG. 9 is a block diagram illustrating an exemplary maximum speed deviceof the electronic throttle control system of FIG. 1.

Corresponding reference characters indicate corresponding partsthroughout the several views. The exemplification set out hereinillustrates embodiments of the invention, and such exemplifications arenot to be construed as limiting the scope of the invention in anymanner.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed herein are not intended to be exhaustive orlimit the disclosure to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings.

Referring initially to FIG. 1, an exemplary electronic throttle control(ETC) system 10 is illustrated for controlling an engine 38 of arecreational vehicle. ETC system 10 includes an engine control module(ECM) 12 in communication with various input devices and sensors forcontrolling the operation of engine 38. ETC system 10 may be used tocontrol the engine of any on- or off-road recreational vehicle, such asan ATV, a motorcycle, a utility vehicle, a side-by-side vehicle, awatercraft, and a tracked vehicle, for example. ETC system 10 may alsobe used to control the engine of an agricultural vehicle or other workvehicle. An exemplary vehicle 100 that incorporates the ETC system 10 ofthe present disclosure is illustrated in FIG. 2. Vehicle 100 includes achassis 110, a front end 116, and a rear end 118. A body portion 124 issupported by the chassis 110. Front wheels 102 and rear wheels 104support chassis 110, although other suitable ground engaging mechanismsmay be provided. A front suspension system 120 includes one or morefront shock absorbers 112, and a rear suspension system 122 includes oneor more rear shock absorbers 114. Vehicle 100 further includes astraddle-type seat 106 and a handlebar assembly 108 for steering frontwheels 102.

As illustrated in FIG. 3, a drive train 60 of vehicle 100 includesengine 38 coupled to a transmission 62. Transmission 62 may be anautomatic or a manual transmission 62. In one embodiment, a continuouslyvariable transmission (CVT) 62 is provided. A gear selector 88 isprovided at user interface 48 for selecting the transmission gear. Inone embodiment, gear selector 88 selects between a low gear, a highgear, and a reverse gear, although additional or fewer transmissiongears may be provided.

A pressure sensor 138 in communication with ECM 12 is provided to detectthe pressure or suction in a manifold 136 of engine 38. Based on thedetected pressure with sensor 138, ECM 12 may determine the torque orpower output of engine 38. In particular, ECM 12 calculates the torqueoutput of engine 38 based on the position of throttle control 16 and/orthe position of throttle valve 34, the detected engine speed, and thedetected manifold pressure in engine 38. Based on these inputs, ECM 12is configured to calculate the instantaneous torque or power output ofengine 38. The amount of fuel injected into or received by engine 38 andthe timing of the spark plugs may also contribute to the calculation ofengine torque. In one embodiment, the wheel speed measured by wheelspeed sensors 30 (FIG. 1) is further considered in determining enginepower.

Power supplied from engine 38 is transferred through transmission 62 toa drive shaft and/or final drive 64 and to wheels 102 and/or wheels 104.Vehicle 100 may be a four-wheel drive or a two-wheel drive vehicle,although other wheel configurations may be provided. Brakes 66, 68 aremechanically or hydraulically controlled, and ECM 12 is in communicationwith the hydraulic/mechanical braking system. In one embodiment, ECM 12is configured to individually control front brakes 66 and rear brakes68. For example, ECM 12 includes anti-lock braking (ABS) and tractioncontrol (TCS) functionality, as described herein. Vehicle 100 furtherincludes power steering 70 for steering front wheels 102. Exemplarypower steering 70 includes a hydraulic system configured to assist withsteering wheels 102 upon actuation by an operator. Power steering 70 mayalternatively include an electric motor or other suitable systemproviding steering assist. ECM 12 is illustratively in communicationwith power steering 70.

Referring again to FIG. 1, ECM 12 is an electronic controller configuredto receive and process electrical signals provided by the input devicesand sensors of ETC system 10 to control engine 38. ECM 12 includes aprocessor 13 and a memory 15 accessible by processor 13. Software storedin memory 15 contains instructions for operating ETC system 10. Memory15 further stores sensor feedback and results from calculationsperformed by processor 13. In the illustrated embodiment, ETC system 10is configured to control engine idle speed, control maximum vehiclespeed, limit engine power upon the occurrence of a specified event,control vehicle ground speed, protect drivetrain components, provideselectable drive modes, and perform other operations involving throttlecontrol. In the illustrated embodiment, ETC system 10 is configured foruse with a fuel-injected engine 38, although other engine types may beprovided.

ECM 12 controls movement of a throttle valve assembly 34 based onsignals provided to ECM 12 by a throttle input device 14. As illustratedin FIG. 1, throttle valve assembly 34 includes a throttle body 35 and athrottle plate 36. Throttle body 35 may be either a single bore or dualbore type depending on the engine configuration. Adjustment of thethrottle plate 36 within throttle body 35 regulates the flow of air intoengine 38 to control the speed and power of engine 38 and consequentlythe speed of the vehicle. In one embodiment, throttle valve assembly 34is a butterfly valve. A throttle actuator 32 controlled by ECM 12 iscoupled to throttle valve assembly 34 for adjusting the position ofthrottle plate 36 and therefore the air intake into engine 38. In oneembodiment, throttle actuator 32 is a servo motor. In the illustratedembodiment, one or more throttle position sensors 40 coupled to throttleplate 36 detect the position of throttle plate 36 and provide a signalrepresentative of the detected position to ECM 12. Alternatively, theservo motor of throttle actuator 32 may provide position feedback to ECM12. ECM 12 uses the position feedback to control throttle valve assembly34.

Throttle input device or throttle operator 14 in electricalcommunication with ECM 12 is used by an operator to control theoperation of throttle valve assembly 34. Throttle input device 14includes a throttle control 16 coupled to or positioned in proximity toa position sensor 18. An exemplary throttle control 16 includes a footpedal, a twist grip, a thumb or finger lever, or any other suitabledevice configured to receive input from the operator for adjustment ofthrottle valve assembly 34. Position sensor 18 detects movement ofthrottle control 16 and provides a signal representative of the positionof throttle control 16 to ECM 12. In response, ECM 12 provides acorresponding throttle plate position command to throttle actuator 32 tocause throttle actuator 32 to adjust the throttle plate position ofthrottle valve assembly 34 based on the interpreted position of throttlecontrol 16. As such, the speed and torque of engine 38 is controlledelectronically based on the output of throttle input device 14 and ECM12. Position sensor 18 may be a potentiometer or a magnetic sensor, forexample. In one embodiment, multiple position sensors 18 are used todetect the position of throttle control 16.

ECM 12 communicates with components on ETC system 10, such as throttleactuator 32 and throttle input device 14, using any suitablecommunication protocol. In one embodiment, controller area network (CAN)protocol is utilized for communication between components on ETC system10. Other exemplary communication protocols for communication betweencomponents of ETC system 10 include time-triggered protocol (TTP) andFlexRay protocol. In the exemplary embodiment of FIG. 4, ETC system 10includes CAN wires 90 electrically coupling ECM 12 to throttle inputdevice 14 and throttle actuator 32. Other components of ETC system 10,such as idle speed control device 20, maximum speed device 22, groundspeed control device 24, and drive mode selection device 26, forexample, may also communicate with ECM 12 via CAN wires.

ETC system 10 includes an engine speed sensor 28 and a wheel speedsensor 30 in communication with ECM 12. Engine speed sensor 28 providesa feedback signal to ECM 12 representative of the rotational speed ofengine 38. ECM 12 calculates the rotational speed of engine 38 based onfeedback provided by engine speed sensor 28. Wheel speed sensor 30provides a feedback signal to ECM 12 representative of the wheel speedof the recreational vehicle, such as the speed of wheels 102 and/orwheels 104 of vehicle 100 (see FIG. 2), for example. In one embodiment,a wheel speed sensor 30 is coupled to each wheel 102, 104 for measuringindividual wheel speeds. ECM 12 calculates the ground speed of therecreational vehicle based on feedback provided by wheel speed sensors30.

In the illustrated embodiment, a suspension sensor 42 in communicationwith ECM 12 is configured to measure the height of a component of thevehicle suspension system. For example, sensor 42 is configured tomeasure the height or compression distance of a shock absorber 112, 114of vehicle 100 (FIG. 2). In one embodiment, each shock absorber 112, 114of vehicle 100 includes a corresponding sensor 42 for measuring theshock height or longitudinal compression distance. Alternatively, one offront shocks 112 and one of rear shocks 114 each include a height sensor42. ECM 12 calculates the shock height based on signals provided withsensor(s) 42. Sensor(s) 42 may be mounted at other suitable locations ofthe vehicle suspension system 120, 122 for measuring a height orcompression of the suspension system 120, 122.

As illustrated in FIG. 1, a user interface 48 is coupled to ECM 12 thatprovides an operator with selectable inputs for controlling ETC system10. User interface 48 illustratively includes an idle speed controldevice 20, a maximum speed device 22, a ground speed control device 24,and a drive mode selection device 26. User interface 48 further includesa selectable input 50 for switching drive train 60 of vehicle 100 (FIG.2) between a two-wheel drive and a four-wheel or all-wheel driveconfiguration. A display 52 of user interface 48 provides a visualdisplay of the operation state of vehicle 100, the engine and groundspeed, the selected drive mode, the selected drive configuration, andother parameters and measurements of vehicle 100. Display 52 alsonotifies the operator of when the ground speed control, the maximumspeed control, and the idle speed control functionalities have beenactivated. In one embodiment, the selected vehicle or engine speedassociated with each functionality is also displayed. Display 52 may bea monitor, a touch screen, a series of gauges, or any other suitabledevice for displaying vehicle parameters to an operator. In oneembodiment, user interface 48 is a graphical user interface 48 providinginputs 20, 22, 24, 26, and 50 via a touchscreen.

Idle speed control device 20 of user interface 48 is a gauge, switch,button, or other selectable input device that allows an operator toselect and to adjust the idle speed of engine 38. Idle speed controldevice 20 allows an operator to select between a plurality of discreteengine idle speeds. Alternatively, idle speed control device 20 providesa range of selectable engine idle speeds. In one embodiment, idle speedcontrol device 20 displays the selected idle speed and the actual idlespeed on display 52. Idle speed control device 20 provides a signalrepresentative of the selected engine idle speed setting to ECM 12. Inresponse, ECM 12 provides a corresponding throttle plate positioncommand to throttle actuator 32 to adjust the throttle plate position ofthrottle valve assembly 34 based on the engine idle speed setting. Inone embodiment, ECM 12 monitors the engine speed feedback from enginespeed sensor 28 and adjusts throttle valve assembly 34 accordingly tomaintain the engine idle speed at the selected setting.

Maximum speed device 22 allows an operator to set a maximum ground orwheel speed of the recreational vehicle. Maximum speed device 22 is agauge, switch, button, or other selectable input device that provides asignal representative of the selected maximum ground speed to ECM 12. Inresponse, ECM 12 limits the torque of engine 38 based on the setting ofmaximum speed device 22 as well as feedback from wheel speed sensor 30and/or engine speed sensor 28. In the illustrated embodiment of FIG. 9,maximum speed device 22 includes a speed key 80 received in an ignition82 of vehicle 100. Speed key 80 includes a transmitter 84 containingmaximum vehicle speed information. A transceiver 86 located on vehicle100 is configured to interrogate the speed key 80 to determine therequested maximum speed. Transceiver 86 receives the maximum speedinformation from transmitter 84. Transceiver 86 then provides a signalto ECM 12 representative of the maximum vehicle speed indicated by thetransmitter 84. In one embodiment, transmitter 84 of speed key 80includes a radio frequency identification (RFID) tag and transceiver 86includes an RFID reader configured to interrogate the RFID tag. In oneembodiment, transceiver 86 interrogates transmitter 84 of speed key 80upon speed key 80 being received in vehicle ignition 82 and being turnedto an ON position. See, for example, the maximum speed control system ofU.S. Pat. No. 7,822,514, titled SYSTEM FOR CONTROLLING VEHICLEPARAMETERS, the entire disclosure of which is incorporated herein byreference.

Alternatively, maximum speed device 22 may allow an operator to manuallyset a maximum vehicle or engine speed of the recreational vehicle. Forexample, an operator may enter a maximum speed through a keypad or otherselectable input of maximum speed device 22. In one embodiment, theoperator enters a security code after adjusting the maximum speed tolock out the maximum speed adjustment feature from other operators. Inone embodiment, maximum speed device 22 has a default maximum vehiclespeed setting that is adjustable by the operator.

In one embodiment, ECM 12 monitors the vehicle ground speed using wheelspeed sensor(s) 30. Upon detection of the vehicle ground speedapproaching or exceeding the maximum speed provided by maximum speeddevice 22, ECM 12 provides a throttle command signal to throttleactuator 32 to limit the opening of throttle valve assembly 34,regardless of a greater throttle demand from throttle control 16. Assuch, ECM 12 controls the engine torque based on feedback from wheelspeed sensor 30 to maintain a vehicle ground speed approximately at orbelow the selected maximum speed, despite throttle control 16 being at aposition normally corresponding to a vehicle speed greater than theselected maximum speed.

In one embodiment, maximum speed device 22 provides several modesconfigured to provide several maximum speed levels. For example, eachmode is associated with a skill level of the operator of the vehicle. Ina first or beginner mode, the maximum speed is limited to a firstpredetermined speed. In a second or intermediate mode, the maximum speedis limited to a second predetermined speed greater than the firstpredetermined speed. In a third or expert mode, the maximum speed islimited to a third predetermined speed greater than the secondpredetermined speed. Alternatively, the restrictions on the maximumspeed may be removed in the third mode, and full motor torque and enginespeed is available to the operator. Additional modes having differentassociated maximum speeds may be provided. In one embodiment, each modehas an associated speed key such that the implemented mode is dictatedby the speed key used to turn on the vehicle. Alternatively, the variousmodes are selected through user interface 48 provided on the vehicle. Inone embodiment, the maximum speed in each mode is adjustable by a user.For example, the maximum speed associated with each mode may beprogrammed into ECM 12 through user interface 48 by a user. In oneembodiment, a special code must be entered into ECM 12 to enablemodification of the maximum speeds associated with the various modes.

Referring to FIG. 1, ETC system 10 illustratively includes a globalpositioning system (GPS) device 44 coupled to ECM 12 for tracking thelocation of vehicle 100 (FIG. 2) and communicating the tracked locationto ECM 12. Other suitable satellite navigation systems may be used totrack vehicle 100. In one embodiment, ECM 12 limits the speed or torqueof vehicle 100 based on the location of vehicle 100 as detected by GPSdevice 44. For example, ECM 12 implements a maximum ground speed orengine speed upon detection of vehicle 100 being located outside of orwithin a predefined area. In one embodiment, a user programs one or moreboundaries into GPS device 44 and/or ECM 12 to identify an area wherevehicle 100 is permitted to operate at full capacity. The user alsodefines a maximum speed of vehicle 100 for all areas outside the definedboundaries. Upon detection with GPS device 44 of vehicle 100 travelingoutside the defined area, ECM 12 limits the speed or torque of theengine 38 to the maximum speed. In one embodiment, ECM 12 reduces thethrottle opening to limit the vehicle or engine speed to the maximumspeed regardless of throttle operator 14 demanding a faster speed. Inone embodiment, ECM 12 limits the maximum ground speed of vehicle 100 toabout 5 miles per hour (mph) or less, for example, upon vehicle 100traveling outside the predetermined bounded area. In another embodiment,ECM 12 limits the maximum speed of vehicle 100 to substantially zero mphupon vehicle 100 traveling outside the predetermined bounded area.

Alternatively, a user may program one or more boundaries into GPS device44 and/or ECM 12 to define an area where the maximum speed of vehicle100 is to be limited. Upon detection with GPS device 44 of vehicle 100traveling within the specified area, ECM 12 limits the speed or torqueof vehicle 100 to the maximum speed.

In one embodiment, ECM 12 and/or GPS device 44 is in communication witha remote computer via a communication network. Using the remotecomputer, a user programs the bounded areas into ECM 12 over thecommunication network. The remote computer is also used to assignmaximum speeds for each defined bounded area. See, for example, remotecomputer 54 and communication network 56 of FIG. 7. Exemplarycommunication networks 56 include satellite communication (e.g. throughGPS device 44), the internet, and/or a physical or wireless connection.Although remote computer 54 is illustratively in communication with GPSdevice 44 in FIG. 7, remote computer 54 may also communicate directlywith ECM 12.

In one embodiment, ECM 12 is programmed to implement location-basedmaximum speeds for multiple geographical areas. For example, vehicle 100may be limited to a first maximum speed when traveling in a first area,to a second maximum speed when traveling in a second area, and to athird maximum speed when traveling in a third area. Each area is definedby programming the respective boundaries into the GPS device 44 and/orECM 12. For example, one portion of a property may have speedrestrictions of 5 mph or less, and another portion of the property mayhave speed restrictions of 20 mph or less. A third portion of theproperty may have no associated speed restrictions. ECM 12 isprogrammable to limit vehicle 100 to these speed restrictions based onthe detected location of vehicle 100 with GPS device 44. In oneembodiment, the location-based maximum speeds for multiple areas arefurther based on the selected skill-level modes (e.g. beginner,intermediate, expert) described herein. For example, in an intermediatemode, the maximum speeds associated with one or more defined portions ofthe property may be higher than the maximum speeds in a beginner mode.Similarly, in an expert mode, the maximum speeds associated with one ormore defined portions of the property may be higher than the maximumspeeds in the intermediate mode.

In one embodiment, ECM 12 includes a security feature configured tolimit or to disable operation of vehicle 100 under certain conditions.In one embodiment, a security code programmable into ECM 12 isconfigured to disable or reduce functionality of vehicle 100. Forexample, the security code may be entered through user interface 48 todisable operation of engine 38 or to limit the speed of engine 38.Alternatively, a security key or other suitable device may be used toenable a security function that limits or prevents operation of vehicle100. In one embodiment, the security feature of ECM 12 is incorporatedwith GPS device 44 to automatically activate the security function basedon the location of vehicle 100. In particular, the operation of engine38 is disabled or limited upon detection with GPS device 44 of vehicle100 being located outside or within a predefined area. In oneembodiment, a security code is first entered into ECM 12 to enable theGPS-based security functionality of ECM 12. An exemplary limitedoperation of engine 38 includes limiting the maximum speed of vehicle100 to a minimal speed, such as about 5 mph or less. ECM 12 limits theopening of throttle valve 34 to control the speed of engine 38 andvehicle 100.

For example, in one embodiment, the security feature of ECM 12 isenabled during transportation of vehicle 100 from a manufacturer to adealer. Once the manufacturing process is complete, vehicle 100 isloaded onto a carrier, such as a freight truck, for transporting vehicle100 to the dealer. Prior to or upon loading vehicle 100 onto thecarrier, the security feature of ECM 12 is enabled to limit or disableoperation of engine 38 and/or other devices of vehicle 100. Upon arrivalof vehicle 100 at the dealer, the security feature is disabled torestore full functionality to vehicle 100 and engine 38. In oneembodiment, the dealer enables the security feature while vehicle 100remains on the dealer's property, and the security feature is disabledupon a purchaser taking possession of vehicle 100.

In another example, the security feature is utilized by a private ownerto reduce the likelihood of theft of vehicle 100. The owner may enablethe security feature (e.g. with the security code, security key, etc.)as desired when vehicle 100 is not in use and disable the securityfeature prior to operating vehicle 100. The owner may also configure ECM12 to enable the security feature automatically upon vehicle 100 beingdetected outside a specified property area with GPS device 44, asdescribed herein.

Referring to FIGS. 8A-8C, an exemplary method of limiting the maximumvehicle speed of vehicle 100 is illustrated. In the illustratedembodiment, an object is stored in memory 15 (FIG. 1) of ECM 12indicating whether the speed key functionality is enabled or disabled inECM 12. When the speed key functionality is disabled in ECM 12 at block150, normal vehicle function is implemented at block 152 regardless ofany selected maximum speed. When the speed key functionality is enabledin ECM 12 at block 150 and a key is turned ON in the vehicle ignition atblock 154, the maximum speed function is implemented by ECM 12. Asillustrated at blocks 156 and 158, the vehicle speed and engine speedare monitored by ECM 12 based on feedback from respective sensors 28, 30(FIG. 1).

At block 162, ECM 12 determines if there is an error or malfunction withspeed sensor 30 (FIG. 1). If there is no speed feedback error detectedat block 162 and speed key 80 is ON at block 154, ECM 12 monitors thevehicle speed at block 164. If the vehicle speed is not equal to aboutzero kilometers per hour (KPH) at block 164 (i.e., if vehicle 100 is notsubstantially stopped), ECM 12 limits the vehicle speed to a firstmaximum vehicle speed VSL1 until the ignition is cycled, as representedat block 166. In one embodiment, the vehicle ignition (e.g. ignition 82of FIG. 9) is cycled by turning the ignition key to the OFF position toshut down vehicle 100 and returning the key to the ON position. If thereis a vehicle speed error detected at block 162, ECM 12 determines thevehicle speed that corresponds to the currently detected engine speed atblock 168. If the correlated vehicle speed is not zero KPH at block 168,ECM 12 proceeds to block 166 to limit the vehicle speed to the firstmaximum vehicle speed VSL1 until ignition 82 is cycled. In oneembodiment, the first maximum vehicle speed VSL1 is the default maximumvehicle speed stored in memory 15 of ECM 12. For example, as describedherein, ECM 12 may have a default maximum vehicle speed VSL1 and aplurality of selectable maximum vehicle speeds that are different fromthe default maximum speed VSL1. In one embodiment, the default maximumspeed VSL1 is the lowest maximum speed limit stored in ECM 12. Once thevehicle ignition is cycled, the implemented default maximum vehiclespeed VSL1 is disabled, and the process of FIGS. 8A-8C repeats when thekey is again turned to the ON position.

If the detected vehicle speed at block 164 is about zero KPH, ECM 12checks the engine speed via engine speed sensor 28 (FIG. 1). If thedetected engine speed is greater than a threshold engine speed ESEL, ECM12 limits the vehicle speed at block 166 to the first or default maximumvehicle speed VSL1 until the vehicle ignition is cycled. In oneembodiment, the threshold engine speed ESEL is approximately equal tothe engine idle speed. Other suitable threshold engine speeds ESEL maybe used. If the detected engine speed is less than or equal to thethreshold engine speed ESEL at block 170, ECM 12 proceeds to block 172to determine if a valid speed limit request has been received. In theillustrated embodiment, the speed limit request is sent to ECM 12through a user input at user interface 48, as described herein, or basedon the speed key 80 (FIG. 9) inserted in ignition 82. In one embodiment,speed key 80 of FIG. 9 includes an RFID transponder 84 configured toprovide the maximum speed request to transceiver/RFID reader 86 mountedon vehicle 100, as described herein. Speed key 80 may provide themaximum speed information directly to transceiver 86 or may provide anidentifier that ECM 12 uses to look up the associated maximum speedinformation in memory 15 (FIG. 1).

In one embodiment, when an operator selects the maximum speed throughuser interface 48, the maximum speed must be selected within apredetermined amount of time after turning the ignition key to the ONposition in order for the selected maximum speed to be accepted andimplemented by ECM 12, as described herein.

If a maximum speed is not requested at block 172, ECM 12 implements thethe default maximum speed VSL1 (block 166). If a selected maximum speedis received by ECM 12 at block 172, ECM 12 holds the process flow untila predetermined time delay has expired, as illustrated at block 174. Assuch, the maximum vehicle speed may be selected and changed within theallotted time period before ECM 12 proceeds to implement the mostrecently selected maximum speed at block 176. In the illustratedembodiment, the time delay is set to ten seconds, although othersuitable time delays may be provided.

Once the time delay expires at block 174, ECM 12 implements the mostrecently requested maximum vehicle speed limit VSL at block 176. As longas an error with vehicle speed sensor 30 is not detected at block 178,the maximum vehicle speed VSL remains in effect until the vehicleignition is cycled, as illustrated at block 176. Once ignition 82 iscycled, the selected maximum vehicle speed VSL is disabled, and theprocess of FIGS. 8A-8C repeats when the ignition key is again turned tothe ON position in the vehicle ignition.

If an error with vehicle speed sensor 30 is detected at block 178, ECM12 determines if the gear selector is malfunctioning at block 180 basedon transmission gear input 160. See, for example, gear selector 88 ofuser interface 48 illustrated in FIG. 3. If an error is not detectedwith gear selector 88 at block 180, ECM 12 limits the engine speed basedon the requested maximum vehicle speed VSL, as represented at block 184.In particular, ECM 12 determines an engine speed that corresponds to theselected maximum vehicle speed VSL and limits engine 38 to thatdetermined engine speed. In the illustrated embodiment, ECM 12determines an engine speed that corresponds to the selected maximumvehicle speed VSL in both the low gear (engine speed CESL) and the highgear (engine speed CESH). If transmission 62 is in the low gear based ontransmission gear input 160, maximum engine speed CESL is implemented atblock 184. If transmission 62 is in the high gear based on transmissiongear input 160, maximum engine speed CESH is implemented at block 184.If an error is detected with gear selector 88 at block 180, ECM 12limits the engine speed to the high gear maximum engine speed CESH atblock 182. The maximum engine speed CESL or CESH implemented in blocks182, 184 remain in effect until the vehicle ignition is cycled, asdescribed herein.

In one embodiment, the method of FIGS. 8A-8C is used in conjunction witha speed key, such as speed key 80 of FIG. 9. In particular, each speedkey 80 has a different associated maximum speed limit that is receivedby ECM 12 at block 172. Alternatively, an operator may select a maximumspeed using a gauge, switch, touchscreen, or other input device at userinterface 48 (FIG. 1). In one embodiment, a plurality of discretemaximum speeds are selectable by an operator. In another embodiment, anynumber of maximum speeds may be selected over a vehicle speed range. Forexample, any speed between 0 KPH and 85 KPH may be selected as themaximum speed.

Referring again to FIG. 1, ground speed control device 24 of userinterface 48 provides for the selection of a vehicle ground speed to bemaintained by ECM 12. Ground speed control may be used to maintainvehicle speed while pulling implements such as sprayers, graders,groomers, seeders, tillers, mowers, etc. or while driving for extendedperiods on roads or trails, for example. Ground speed control device 24is a gauge, switch, button, or other selectable input device andprovides a signal representative of the selected vehicle ground speed toECM 12. For example, upon reaching a desired vehicle speed, ground speedcontrol device 24 is actuated or selected by an operator to maintainthat desired vehicle speed. In the illustrated embodiment, ECM 12maintains the vehicle speed indicated by ground speed control device 24by maintaining the correct engine torque (i.e., with throttle valve 34)for that vehicle speed. In one embodiment, ECM 12 monitors feedback fromengine speed sensor 28 and/or wheel speed sensor 30 and maintains thevehicle speed with throttle valve 34 using basicproportional-integral-derivative (PID) control. Once activated, groundspeed control may be cancelled upon actuation of throttle control 16 orthe vehicle brake 66, 68 (FIG. 3) or by turning off power to groundspeed control device 24.

In one embodiment, ECM 12 is configured to limit the vehicle speed rangein which ground speed control may be applied. For example, ECM 12 mayallow activation of ground speed control only within vehicle speeds of5-30 mph, although any suitable speed range may be used. In oneembodiment, the speed ranges permitted by ECM 12 may differ for eachtransmission configuration (i.e. for each operating gear). For example,a high transmission gear (e.g. third or fourth gear) has a higherallowed vehicle speed range than a low transmission gear (e.g. first orsecond gear). In one embodiment, ground speed control device 24 providesan input allowing an operator to manually set the range of vehiclespeeds in which ground speed control may be applied.

In another embodiment, ground speed control device 24 and ECM 12cooperate to provide a maximum speed cruise control function to ETCsystem 10. In this embodiment, a maximum vehicle speed is requested byan operator with ground speed control device 24 while vehicle 100 ismoving. The maximum vehicle speed is set at the speed of vehicle 100 atthe time the request is made. With the maximum vehicle speed set,throttle control 16 is used to control vehicle 100 at any speed lessthan the maximum vehicle speed. When throttle control 16 demands avehicle speed greater than the maximum vehicle speed, ECM 12 operates tolimit the vehicle speed to the maximum vehicle speed. In one embodiment,ECM 12 limits the vehicle speed by reducing the opening of throttlevalve 34. As such, ECM 12 overrides input from throttle control 16 whenthrottle control 16 demands vehicle speeds greater than the maximumvehicle speed. Vehicle 100 may be slowed to any speed less than themaximum vehicle speed based on reduced input from throttle control 16without cancelling the maximum vehicle speed setpoint. In oneembodiment, the maximum vehicle speed is cancelled upon the ignition ofthe vehicle being cycled (e.g., upon turning the ignition key to an offposition and back to an on position) or upon re-selecting ground speedcontrol device 24. In one embodiment, the maximum vehicle speed setpointis retained when engine 38 is stalled, and the maximum vehicle speedremains in effect upon restarting the stalled engine 38. ECM 12 sends amessage to display 52 to notify the operator that the maximum speedcruise control function has been activated and to display the selectedmaximum speed.

Still referring to FIG. 1, drive mode selection device 26 of userinterface 48 provides several selectable drive modes. In each drivemode, throttle plate 36 opens within throttle valve assembly 34 at adifferent rate in response to corresponding movement of throttle control16. As such, in each drive mode, vehicle 100 has variable accelerationrates or torque output across the displacement range of throttle control16. Drive mode selection device 26 may be a gauge, switch, button, orother selectable input device configured to provide a signal to ECM 12indicating the selected drive mode. In the illustrative embodiment ofFIG. 5, four drive modes are provided—normal mode 92, sport mode 94,work mode 96, and plow mode 98. In one embodiment, a drive mode is onlyselectable when vehicle 100 is moving below a predetermined vehiclespeed, such as below 10 mph, for example. Other suitable thresholdspeeds may be provided below which the drive modes may be activated.

FIGS. 6A-6D illustrate exemplary throttle responses or throttle maps foreach drive mode. As illustrated in FIGS. 6A-6D, throttle control 16(shown as “rider input device”) has a range of movement from position A(fully released) to position B (fully engaged), and throttle plate 36has a range of movement from position X (fully closed throttle) toposition Y (fully open throttle). Depending on the design of throttlecontrol 16, the movement of throttle control 16 may be rotational, alongan arc, along a length, or any other appropriate displacement. Forexample, a hand grip moves rotationally, while a throttle lever movesalong an arc. In the illustrated embodiment, throttle valve assembly 34is a butterfly valve, and throttle plate 36 moves rotationally within abore of throttle body 35.

In the normal mode 92 of throttle operation, throttle plate 36 moveslinearly with corresponding movement of throttle control 16. Inparticular, throttle valve assembly 34 opens at a substantially linearrate in response to corresponding movement of throttle control 16. Asillustrated in the exemplary throttle response of FIG. 6A, throttleplate 36 moves linearly from position X to position Y as throttlecontrol 16 moves from position A to position B. In other words, thedisplacement of throttle plate 36 from position X to position Y issubstantially linear to the displacement of throttle control 16 fromposition A to position B.

In the sport mode 94 of throttle operation, throttle plate 36 moves at afaster rate than the rate of corresponding movement of throttle control16 such that throttle plate 36 reaches a fully or substantially fullyopen position before throttle control 16 reaches its end of travel. Inparticular, throttle valve assembly 34 opens at a fast rate initially inresponse to initial movement of throttle control 16, as illustrated inFIG. 6D. Movement of throttle control 16 from position A to position C,which is illustratively about half the full range of movement ofthrottle control 16, causes corresponding movement of throttle plate 36from position X to position Y. In the illustrated embodiment, throttleplate 36 moves from position X to position Y at a substantiallylogarithmic rate in response to movement of throttle control 16 fromposition A to position C. Position C may alternatively be at anothersuitable distance between position A and position B to increase ordecrease the displacement of throttle plate 36 in response to a movementof throttle control 16. In the illustrated embodiment, throttle valve 34is more responsive to corresponding movement of throttle control 16 inthe sport mode 94 as compared to the normal mode 92.

In the work mode 96 of throttle operation, throttle plate 36 initiallymoves at a slower rate than the rate of corresponding movement ofthrottle control 16. As illustrated in FIG. 6C, throttle valve assembly34 opens slowly in response to movement of throttle control 16 fromposition A to position D, opens rapidly in response to movement ofthrottle control 16 from position D to position E, and opens slowly inresponse to movement of throttle control 16 from position E to positionB. In the illustrated embodiment, position D is at approximately 40% ofthe full displacement range of throttle control 16, and position E is atapproximately 60% of the full displacement range of throttle control 16.Positions D and E may alternatively be at other suitable distancesbetween position A and position B. Put another way, throttle plate 36moves at a substantially exponential rate in response to movement ofthrottle control 16 from position A to position C and at a substantiallylogarithmic rate in response to movement of throttle control 16 fromposition C to position B. Work mode 96 reduces the sensitivity ofthrottle valve assembly 34 to initial movements of throttle control 16while providing the most torque in the middle of the range of movementof throttle control 16. Further, work mode 96 reduces the sensitivity ofthrottle valve assembly 34 to movements of throttle control 16 near theend of the displacement range of throttle control 16 (e.g. from positionE to position B). Work mode 96 may be used during towing or haulingapplications, for example.

In the plow mode 98 of throttle operation, throttle plate 36 initiallymoves at a faster rate than the rate of corresponding movement ofthrottle control 16. As illustrated in FIG. 6B, throttle valve assembly34 opens rapidly in response to movement of throttle control 16 fromposition A to position F, opens slowly in response to movement ofthrottle control 16 from position F to position G, and opens rapidly inresponse to movement of throttle control 16 from position G to positionB. In the illustrated embodiment, position F is at approximately 25% ofthe full displacement range of throttle control 16, and position G is atapproximately 75% of the full displacement range of throttle control 16.Positions F and G may alternatively be at other suitable distancesbetween position A and position B. Put another way, throttle plate 36moves at a substantially logarithmic rate in response to movement ofthrottle control 16 from position A to position C and at a substantiallyexponential rate in response to movement of throttle control 16 fromposition C to position B. Plow mode 98 provides increased torque towardsthe end of the range of movement of throttle control 16 (e.g. fromposition G to position B). Similarly, plow mode 98 provides decreasedtorque in the middle of the range of movement of throttle control 16(e.g. from position F to position G). Plow mode 98 may be used duringplowing applications, for example.

In the illustrated embodiment, the normal drive mode 92 is the defaultdrive mode. Upon the selected drive mode being cancelled, ECM 12defaults to the normal drive mode 92. In one embodiment, the selecteddrive mode is cancelled upon the ignition of the vehicle being cycled(e.g., upon turning the ignition key to an off position) or upondisabling the mode with drive mode selection device 26. In oneembodiment, the selected drive mode is retained when engine 38 isstalled, and the selected drive mode remains in effect upon restartingthe stalled engine 38. ECM 12 sends a message to display 52 to notifythe operator of the currently selected drive mode.

In one embodiment, each transmission gear of vehicle 100 includes adifferent set of drive modes. For example, in a transmission 62 with ahigh gear, a low gear, and a reverse gear, each of these transmissiongears has a unique set of drive modes. The low gear has a first normalmode 92, a first sport mode 94, a first work mode 96, and a first plowmode 98, the high gear has a second normal mode 92, a second sport mode94, a second work mode 96, and a second plow mode 98, and the reversegear has a third normal mode 92, a third sport mode 94, a third workmode 96, and a third plow mode 98. Each of the normal, work, sport, andplow modes for each transmission gear provides variable movement of thethrottle valve 34 in response to corresponding movement of the throttlecontrol 16. In other words, the exemplary throttle maps illustrated inFIGS. 6A-6D differ for each transmission gear while maintaining similargeneral plot shapes or contours in each common drive mode. For example,the normal mode 92 for low gear and high gear each have linear throttlemaps (see FIG. 6A), but throttle valve 34 opens at a slower linear ratein the low gear than in the high gear based on a movement of throttlecontrol 16 when in the normal mode 92. Similarly, the sport mode 94 forlow gear and high gear each have substantially logarithmic throttle maps(see FIG. 6D), but throttle valve 34 opens at a slower logarithmic ratein the low gear than in the high gear based on a movement of throttlecontrol 16 when in the sport mode 94. Similarly, the work mode 96 andplow mode 98 for the low gear and high gear each have similar shapedthrottle maps (see FIGS. 6C and 6D), but throttle valve 34 opens at aslower rate in the low gear than in the high gear based on a movement ofthrottle control 16 for each of the work mode 96 and plow mode 98. Inone embodiment, throttle valve 34 opens slower in the reverse gear thanin the low gear and in the high gear based on a movement of throttlecontrol 16 in each of the four corresponding drive modes.

When an operator selects a drive mode with drive mode selection device26, the corresponding drive mode from each set are selected as a group.For example, if work mode 92 is selected by an operator, then the firstwork mode 92 is implemented when transmission 62 is in the low gear, thesecond work mode 92 is implemented when transmission 62 is in the highgear, and the third work mode 92 is implemented when transmission 62 isin the reverse gear.

In one embodiment, ECM 12 includes a power limiting feature utilized inthe event of engine damage or sensor failure. The power limiting featurelimits the power and speed of engine 38 by limiting the degree of theopening of throttle valve assembly 34. In one embodiment, upon detectionwith ECM 12 of sensor failure or engine damage, the power limitingfeature is activated to reduce the likelihood of further damage toengine 38 or vehicle 100. Improper or irregular feedback from enginesensors may indicate engine or sensor damage and cause ECM 12 toregister a fault. Detection with sensors of engine overheating, impropercamshaft movement/position, or improper oxygen levels in the engineexhaust may indicate damage to engine 38, for example. In oneembodiment, the power limiting feature may be disabled by the operatorwith a switch or other input device at user interface 48.

In one embodiment, ECM 12 includes a drivetrain component protectionfeature configured to limit wheel speed by reducing engine torque undercertain wheel speed and engine speed combinations. For example, whenvehicle 100 of FIG. 1 is airborne, the driven wheels 102, 104 of vehicle100 may accelerate rapidly due to the wheels 102, 104 losing contactwith the ground while throttle control 16 is still engaged by theoperator. When the wheels 102, 104 again make contact with the groundupon vehicle 100 landing, the wheel speed decelerates abruptly, possiblyleading to damaged or stressed components of drive train 60. ECM 12 isconfigured to limit the wheel speed upon detection of vehicle 100 beingairborne such that, when vehicle 100 returns to the ground, the wheelspeed is substantially the same as when vehicle 100 initially left theground. In one embodiment, ECM 12 reduces the engine torque, i.e.reduces the throttle valve 34 opening, upon determining vehicle 100 isairborne to reduce or limit the wheel speed, thereby reducing thelikelihood of drive train component stress and damage due toover-accelerating wheels 102, 104.

In one embodiment, ECM 12 determines that vehicle 100 is airborne upondetection of a sudden acceleration in the wheel speed based on groundspeed and engine rpm feedback from the respective wheel speed sensor 30and engine speed sensor 28. Vehicle 100 is determined to be airbornewhen the acceleration in wheel speed exceeds the design specificationsof vehicle 100. For example, vehicle 100 has a maximum wheelacceleration based on available torque from engine 38, frictional forcefrom the ground, the weight of vehicle 100, and other design limits.When the driven wheels 102, 104 accelerate at a faster rate than vehicle100 is capable under normal operating conditions (i.e., when wheels 102,104 are in contact with the ground), ECM 12 determines that wheels 102,104 have lost contact with the ground.

In one embodiment, ECM 12 further considers the engine torque and power,along with the detected wheel speed and engine speed, in detecting anairborne state of vehicle 100. As described herein, the engine torque isdetermined based on the engine speed, the positions of throttle control16 and throttle valve 34, and the pressure of engine manifold 136 (FIG.3). Based on the engine speed and engine torque, the power output ofengine 38 is determined. Based on the power output of engine 38, theactual vehicle speed, and the transmission gear, ECM 12 determineswhether wheels 102, 104 are accelerating at a faster rate than normallyprovided with the corresponding position of throttle control 16 and/orthrottle valve 34 when wheels 102, 104 are in contact with the ground.Upon the wheel speed acceleration exceeding a predetermined level, ECM12 detects vehicle 100 is airborne and proceeds to limit the wheelspeed.

In another embodiment, ECM 12 determines that vehicle 100 is airbornebased on an observed change in height or compression distance of one ormore shocks of vehicle 100. For example, referring to vehicle 100 ofFIG. 2, one or more sensors 42 (FIG. 1) are configured to measure theheight or longitudinal compression of shocks 112, 114, as describedherein. With vehicle 100 positioned on the ground, the combined weightof chassis 110, body portion 124, and other components supported bychassis 110 causes shocks 112, 114 to compress to a first height. Witheither or both front wheels 102 and rear wheels 104 of vehicle 100airborne, the weight of vehicle 100 is removed from respectivesuspension systems 120, 122, and shocks 112, 114 decompress or extend toa second unloaded height. At the second height, shocks 112, 114 are in asubstantially fully extended state. Based on feedback from sensors 42(FIG. 1), ECM 12 determines the vehicle 100 is airborne upon shocks 112,114 extending past the first height or upon shocks 112, 114substantially extending to the second unloaded height. In oneembodiment, the shocks 112, 114 must be extended for a specified amountof time before ECM 12 determines that vehicle 100 is airborne. In oneembodiment, ECM 12 uses the detected shock height in conjunction withthe detected wheel speed acceleration to determine that vehicle 100 isairborne.

In some operating conditions, either wheels 102 or wheels 104 becomeairborne while the other of wheels 102, 104 remain in contact with theground. If the wheels 102 or 104 removed from the ground are drivenwheels, ECM 12 limits the speed of the driven wheels in the event thewheel speed exceeds a predetermined threshold. For example, in oneembodiment, vehicle 100 has a two-wheel drive configuration where wheels104 are driven by drive train 60 and wheels 102 are not directly drivenby drive train 60. When driven wheels 104 become airborne and non-drivenwheels 102 remain in contact with the ground, the possibility existsthat the position of throttle control 16 causes wheels 104 to acceleratepast the vehicle ground speed (e.g. of wheels 102) while wheels 104 areaway from the ground. In this condition, ECM 12 detects wheels 104 beingremoved from the ground either based on the height of suspension system122 or the detected wheel speed of wheels 104, 102, as described above.In response to wheels 104 accelerating past a predetermined thresholdspeed, ECM 12 reduces the speed of wheels 104 to a speed substantiallyequal to the speed of front wheels 102. Alternatively, ECM 12 may reducethe speed of wheels 104 to another suitable speed, such as the speed ofwheels 104 immediately before wheels 104 left the ground.

In an exemplary method of electronic throttle control, ECM 12 determineswhether vehicle 100 is in a grounded state with wheels 102, 104 incontact with the ground or an airborne state based on the detected shockposition and/or the detected wheel speed, as described herein. Upondetection of vehicle 100 in an airborne state, ECM 12 determines theground speed of vehicle 100 immediately prior to vehicle 100 leaving theground or when vehicle 100 leaves the ground. In other words, ECM 12determines the ground speed of vehicle 100 during the transition of thevehicle 100 from the grounded state to the airborne state. In theillustrated embodiment, ECM 12 samples the ground speed during operationof vehicle 100 and stores the sampled values in memory 15 (FIG. 1). ECM12 retrieves the ground speed stored in memory 15 that was measuredimmediately prior to vehicle 100 being airborne. The retrieved groundspeed value is set as the target wheel speed. ECM 12 automaticallycontrols throttle valve 34 such that the wheel speed of vehicle 100 ismaintained at about the target wheel speed. In particular, when thedriven wheels 102, 104 accelerate when vehicle 100 is airborne due tocontinued throttle application, ECM 12 automatically reduces the openingof throttle valve 34 to reduce the torque applied to driven wheels 102,104, thereby reducing the wheel speed. As such, driven wheels 102, 104contact the ground at approximately the same speed as when vehicle 100left the ground, thereby reducing stress on components of drivetrain 60.In one embodiment, the wheel speed is controlled to within about a 10%range of the target ground speed. In one embodiment, ECM 12 applies abrake to the driven wheels to further reduce the wheel speed whilevehicle 100 is airborne.

In another embodiment, ECM 12 changes the drive configuration of vehicle100 under certain airborne conditions. For example, ECM 12 causesvehicle 100 to change from a four-wheel drive configuration to atwo-wheel drive configuration when wheels 102, 104 are detected to beremoved from the ground. As such, the non-driven wheels, e.g. wheels102, are free spinning upon returning to the ground, thereby reducingthe likelihood of stress and/or damage to drive train 60 caused bywheels 102 being at a speed different than the vehicle ground speed.This embodiment is used in conjunction with the airborne speed controlembodiments described above. For example, along with switching fromfour-wheel drive to two-wheel drive, ECM 12 slows or increases the speedof driven wheels 104 as necessary such that wheels 104 return to theground at a speed substantially equal to the ground speed of vehicle 100prior to vehicle 100 leaving the ground, as described herein.

In one embodiment, ECM 12 is configured to adjust the pitch or angle ofan airborne vehicle 100 relative to the ground by modulating thethrottle operation. ECM 12 automatically adjusts the pitch of airbornevehicle 100 with throttle modulation to improve the levelness of vehicle100 as vehicle 100 returns to ground. In other words, ECM 12 serves toimprove the ability of wheels 102, 104 of vehicle 100 to contact theground from an airborne state at substantially the same time. Asillustrated in FIG. 1, vehicle 100 includes one or more inclination ortilt sensors 58 configured to measure the tilt or pitch of vehicle 100.Upon detection by ECM 12 of vehicle 100 being airborne, as describedabove, ECM 12 monitors the inclination or pitch of vehicle 100 relativeto the ground based on feedback from sensor 58. Upon the detectedinclination of vehicle 100 exceeding a threshold value or being outsidea predetermined range, ECM 12 modulates the throttle valve 34 to adjustthe speed of the driven wheels, e.g., wheels 104, thereby altering thepitch of vehicle 100 relative to the ground. As such, vehicle 100returns to the ground in a more level orientation. The modulation of thethrottle valve and the corresponding adjustment of the wheel speed isconfigured to adjust the inclination of the vehicle to an angle fallingwithin the predetermined range. In one embodiment, the predeterminedrange includes inclination angles between about −10 degrees and about+10 degrees relative to the horizontal, for example.

For example, upon vehicle 100 being airborne, front end 116 of vehicle100 may move towards the ground such that front wheels 102 are closer tothe ground than rear wheels 104. In this condition, front wheels 102 areconfigured to strike the ground before rear wheels 104, possibly causinginstability of the operator and vehicle 100 and/or damage to the vehicle100. Upon detection of this non-level condition by ECM 12 with sensors58, ECM 12 automatically increases the opening of throttle valve 34 toincrease the speed of rear wheels 104. With wheels 104 accelerating at afaster rate, rear end 118 of vehicle 100 is caused to move down towardsthe ground. As a result, rear end 118 is brought into better verticalalignment or levelness with front end 116 relative to the ground. Assuch, when vehicle 100 returns to the ground, wheels 102, 104 contactthe ground at substantially the same time, or wheels 102, 104 bothcontact the ground within a shorter amount of time than without thepitch adjustment by ECM 12.

ECM 12 includes an anti-lock braking system (ABS) configured to provideautomatic control of brakes 66, 68 (FIG. 2) of vehicle 100. ABS improvesvehicle control by reducing the likelihood of wheels 102, 104 locking upand losing traction with the ground. ECM 12 monitors the wheel speed ofeach wheel 102, 104 with sensors 30 (FIG. 1) to detect any wheels 102,104 approaching a locked state. ECM 12 causes brakes 66, 68 toselectively reduce the braking force to the individual wheel(s) 102, 104that are approaching a locked state. In the illustrated embodiment, ECM12 also monitors the degree of opening of throttle valve 34 duringapplication of the ABS. In one embodiment, ECM 12 automatically reducesthe opening of throttle valve 34 during application of the ABS to reducethe torque being applied to wheels 102, 104 via engine 38. For example,when the ABS is activated, ECM 12 reduces the opening of throttle valve34 to approximately 10%-25%, regardless of throttle operator 14demanding a greater throttle opening.

ECM 12 further includes a traction control system (TCS) for reducing thetraction loss of driven wheels 102, 104. ECM 12 detects individualwheels 102, 104 slipping based on speed feedback from sensors 30. Inparticular, when a wheel 102, 104 is spinning a certain degree fasterthan the other wheels 102, 104, slip is detected at that wheel 102, 104.ECM 12 automatically applies the respective brake 66, 68 to the slippingwheel(s) 102, 104 to slow the wheel speed and to allow the slippingwheel(s) 102, 104 to regain traction. In one embodiment, ECM 12automatically reduces the opening of throttle valve 34 duringapplication of the TCS to reduce the torque being applied to wheels 102,104 via engine 38. For example, when the TCS is activated, ECM 12reduces the opening of throttle valve 34 to approximately 10%-25%,regardless of throttle operator 14 demanding a greater throttle opening.Reduction of the throttle further assists the slipping wheel 102, 104with regaining traction by reducing torque applied to the slipping wheel102, 104.

ECM 12 further provides vehicle stability control (VCS) to vehicle 100.VCS incorporates the functionality of the ABS and TCS to improve thestability of vehicle 100 during steering operations. In particular, ECM12 is configured to reduce oversteer and/or understeer of wheels 102,104. Further, ECM 12 is configured to minimize skids of vehicle 100during a steering operation. In the illustrated embodiment of FIG. 1,vehicle 100 includes a yaw rate sensor 46 configured to detect andcommunicate the angular velocity of vehicle 100 to ECM 12. Upondetection of skidding or understeer/oversteer based on feedback fromsensors 30 and 46, ECM 12 selectively applies brakes 66, 68 toindividual wheels 102, 104 as appropriate to counter oversteer orundersteer. In addition, ECM 12 limits the opening of throttle valve 34as appropriate to further reduce the slip angle of vehicle 100.

ECM 12 also controls the engine torque of vehicle 100 in conjunctionwith power steering system 70 of FIG. 3. In particular, ECM 12 instructspower steering system 70 to limit the steering assistance (i.e., tightenup the steering) during periods of high engine torque or increasedvehicle speed to reduce the likelihood of over-steering vehicle 100 andcausing potential skidding or rollover. In other words, steeringassistance from power steering system 70 is reduced when vehicle 100 isaccelerating at or above a predetermined rate such that the steeringdevice (e.g. handlebar 108 of FIG. 2) requires a greater force to steervehicle 100. In one embodiment, the steering assistance from powersteering 70 is also reduced when vehicle 100 is traveling above apredetermined vehicle speed. In one embodiment, ECM 12 instructs powersteering system 70 to provide less steering assistance based on thecalculated torque output of engine 38 and/or the detected vehicle speedexceeding a threshold level. In one embodiment, the steering assistanceprovided with power steering system 70 is proportional to the vehiclespeed and the acceleration rate or engine torque of vehicle 100. In oneembodiment, the assistance provided with power steering system 70 isfurther based on the selected gear or position of transmission 62, i.e.,the steering assistance provided by power steering system 70 is reducedas the operating gear of transmission 62 is increased.

In one embodiment, ECM 12 is configured to tailor the throttle responseto the selected gear of operation. For example, in one embodiment,transmission 62 includes a low gear and a high gear in the forwarddirection. ECM 12 limits the throttle response in the low gear such thatthrottle valve 34 is less responsive to corresponding movement ofthrottle operator 14 than when transmission 62 is in the high gear. Forexample, in response to a movement of the throttle operator 14, ECM 12causes throttle valve 34 to open at a slower rate in the low gear thanin the high gear, thereby reducing the acceleration rate of vehicle 100in the low gear as compared to the high gear. As such, vehicle 100accelerates at a smoother rate in the low forward gear than in the highforward gear. The throttle response may be tailored to transmissions 62having additional gears. For example, ECM 12 may cause throttle valve 34to be more responsive in an intermediate gear than in a low gear andmore responsive in a high gear than in the intermediate gear.

In a reverse gear, ECM 12 limits the throttle response such thatthrottle valve 34 is less responsive to corresponding movement ofthrottle operator 14 than when in a forward gear. For example, ECM 12causes throttle valve 34 to open at a slower rate than correspondingmovement of throttle operator 14 demands, thereby reducing theacceleration rate of vehicle 100 in the reverse direction. As such,vehicle 100 has less acceleration in the reverse direction than in theforward direction. In another embodiment, throttle valve 34 opens at asubstantially similar rate in the reverse direction and in the low gearof the forward direction. In one embodiment, ECM 12 also limits themaximum degree of opening of throttle valve 34 when transmission 62operates in reverse, thereby placing a cap on the amount of enginetorque available in the reverse direction. For example, ECM 12 may limitthe maximum degree of opening of throttle valve 34 to about 50% open.

ECM 12 is further configured to reduce the throttle response based onthe load being carried, towed, pushed, or otherwise moved by vehicle100. For example, ECM 12 may detect the load of vehicle 100 based onsuspension sensors 42 (FIG. 1) or other suitable weight sensors. Uponthe detected load exceeding a predetermined threshold weight or beingoutside a predetermined weight range, ECM 12 is configured to limit theacceleration rate of vehicle 100 by limiting the rate at which throttlevalve 34 opens in response to corresponding movement of throttleoperator 14. In one embodiment, the predetermined weight range isbetween about zero and a threshold weight value. Similarly, ECM 12 isconfigured to reduce the acceleration rate of vehicle 100 upon detectionof vehicle 100 hauling, towing, or pushing an implement, trailer, orother attachment. For example, vehicle 100 includes a sensor coupled toECM 12 that is configured to detect the presence of an implementattached to chassis 110 (FIG. 2) of vehicle 100 and to provide a signalto ECM 12 indicative of the detected implement. In one embodiment, thesensor includes a limit switch or a proximity switch, for example,positioned near the chassis attachment point (e.g. hitch, front or rearconnection bracket, etc.) for the implement. In one embodiment, ECM 12implements the load-based throttle control when transmission 62 is inany suitable gear. In one embodiment, a selectable input is provided atuser interface 48 for activating the load-based throttle controlfunctionality of ECM 12. Alternatively, ECM 12 may automaticallyactivate the load-based throttle control under certain operatingconditions, i.e, upon transmission 62 being in reverse and an implementbeing attached to vehicle 100. In one embodiment, ECM 12 controlsthrottle valve 34 such that the responsiveness of the throttle isinversely proportional to the weight of the load, i.e., the throttleresponsiveness decreases as the weight of the load increases.

In one embodiment, ECM 12 is further configured to limit the throttlewhen transmission 62 changes operating gears to reduce the engine torqueapplied to drive train 60. In an automatic transmission 62, atransmission controller, such as transmission controller 72 of FIG. 3,signals to ECM 12 that transmission 62 is changing or is about to changegears. Based on the signal from transmission controller 72, ECM 12temporarily reduces the opening of throttle valve 34 to reduce thetorque output of engine 38 as transmission 62 modulates between gears.The reduced throttle serves to reduce the grinding or clashing of gearsof transmission 62, the clutch assembly, and/or other components ofdrive train 60 during the gear modulation. Once the newly selectedtransmission gear is engaged, ECM 12 returns the throttle valve 34 tothe position corresponding to the throttle operator 14. In oneembodiment, ECM 12 resumes normal throttle operation based on a signalfrom transmission controller 72 that the selected gear is engaged.Alternatively, ECM 12 may resume normal throttle operation uponexpiration of a predetermined time delay or based on another suitabletrigger.

Similarly, in a manual transmission 62, engagement of a clutch operatorby the operator signals to ECM 12 of an impending gear change, and ECM12 thereby reduces the throttle opening during the gear change.Alternatively, initial actuation of the gear shifter (e.g., footshifter, hand shifter, switch, etc.) by the operator may signal to ECM12 to reduce the throttle. As with the automatic transmission 62, ECM 12resumes normal throttle operation upon the selected gear being engaged.For example, the return of the clutch operator to a home position causesnormal throttle operation to resume. In one embodiment, in both themanual and automatic transmissions 62, ECM 12 adjusts throttle valve 34to reduce the torque output of engine 38 to substantially zero torque orto a minimal positive torque.

In one embodiment, ECM 12 is configured to limit the torque output ofengine 38 when drive train 60 switches between a two-wheel driveconfiguration and a four-wheel or an all-wheel drive configuration, andvice versa. In one embodiment, an operator selects a drive configurationinput 50 (FIG. 1) of user interface 48 to change between two-wheel andfour-wheel or all-wheel drive configurations. In another embodiment, ECM12 is configured to automatically switch between drive configurations incertain operating conditions of vehicle 100. For example, ECM 12 mayengage all-wheel drive upon detection of slippery road conditions. Uponselection of a new drive configuration by an operator or by ECM 12, ECM12 reduces the opening of throttle valve 34 to reduce engine torque andmaintains the reduced throttle until the selected drive configuration isimplemented. Once the selected drive configuration is engaged, theposition of throttle valve 34 is returned to the position correspondingto throttle operator 14. In one embodiment, ECM 12 reduces the enginetorque during the drive configuration change to between about 5% and 30%of the maximum torque capability of engine 38.

In one embodiment, during implementation of the new drive configuration,ECM 12 further reduces the throttle such that engine 38 or otherrotating components of drive train 60 slow to a predetermined speedbefore the selected drive configuration is implemented. An exemplaryengine speed is between about 5% and 30% of the maximum engine speed. Inone embodiment, the reduced engine torque and engine rpm during thechange between drive configurations serves to reduce the likelihood ofdamaging the clutch assembly and/or other components of drive train 60that engage and disengage the four-wheel or all-wheel drive.

In one embodiment, in the four-wheel or all-wheel drive configuration,drive train 60 has torque and speed limits to reduce the likelihood ofstress or damage to drive train 60. ECM 12 further limits the torque andspeed of drive train 60 when vehicle 100 is in the four-wheel orall-wheel drive configuration by limiting throttle valve 34 to a reducedmaximum opening. In one embodiment, ECM 12 reduces the torque of drivetrain 60 in the four-wheel or all-wheel drive configuration to about 75%of the maximum torque capability of engine 38. As such, the likelihoodof the speed and torque of drive train 60 exceeding the design limits isreduced.

In one embodiment, ECM 12 is configured to control the torque orhorsepower of engine 38 based on the altitude or elevation of vehicle100. In the illustrated embodiment, ECM 12 is configured to detect thealtitude or the elevation above sea level of vehicle 100 based on thedetected pressure in engine manifold 136 with pressure sensor 138.Alternatively, GPS device 44, or another suitable device, may be used tocalculate the altitude of vehicle 100. As the altitude of vehicle 100increases, the density and pressure of the air drawn into engine 38through throttle valve 34 decreases. In one embodiment, the reduceddensity of the air drawn into engine 38 causes a reduction in the torqueoutput of engine 38. For example, for an engine 38 rated at 70horsepower (HP), engine 38 produces a maximum power output of about 70HP at sea-level. As the altitude of vehicle 100 increases, the maximumpower output of engine 38 may decrease due to the reduced air density.At some altitudes, for example, the maximum power output of the 70 HPrated engine 38 may drop to about 60 HP.

In one embodiment, ECM 12 limits the throttle at lower altitudes suchthat engine 38 produces substantially the same torque or power outputacross a range of altitudes. For example, for the engine 38 rated at 70HP, at a first altitude (e.g. at approximately sea level), ECM 12 limitsthe opening of throttle valve 34 to a first maximum opening such thatthe maximum power output of engine 38 is approximately 60 HP. Forexample, ECM 12 may limit the throttle valve 34 to about 90% of fullyopen to cause a reduction in maximum engine power to about 60 HP. Upondetection of vehicle 100 reaching a second altitude higher than thefirst altitude, ECM 12 increases the maximum opening of throttle valve34 to a second maximum opening that is greater than the first maximumopening. The second maximum opening is based on the second altitude suchthat engine 38 continues to produce a maximum power output ofapproximately 60 HP due to the reduced air density at the secondaltitude. For example, upon vehicle 100 reaching the second altitude,ECM 12 increases the maximum opening limit of throttle valve 34 toapproximately 95% such that engine 38 continues to produce 60 HP despitethe increased altitude. Similarly, upon detection of vehicle 100exceeding a third altitude higher than the second altitude, ECM 12increases the maximum opening of throttle valve 34 to a third maximumopening that is greater than the second maximum opening. The thirdmaximum opening is based on the third altitude such that engine 38continues to produce a maximum power output of approximately 60 HP as aresult of the further reduced air density at the third altitude. Forexample, upon vehicle 100 reaching the third altitude, ECM 12 increasesthe maximum opening limit of throttle valve 34 to approximately 100%such that engine 38 continues to produce 60 HP despite the increasedaltitude. Additional altitude thresholds and maximum throttle openingsmay be incorporated. In one embodiment, the maximum opening of throttlevalve 34 is directly proportional to the detected altitude and is basedon the estimated air density at the various altitudes.

In one embodiment, transmission 62 is a continuously variabletransmission (CVT) 62, and ECM 12 is configured to limit the torque orpower applied to CVT 62 to protect the belt or other components of theCVT 62. Further, by limiting power applied to CVT 62, the gap betweenbelt elements of CVT 62 and the resulting belt slip may also be reduced.In this embodiment, ECM 12 is configured to detect the gear ratio of CVT62 based on feedback from a position sensor (e.g. sensor 74 of FIG. 3)coupled to CVT 62. ECM 12 further determines the output power or torquefrom engine 38 based on the position of throttle valve 34 and otherinputs, as described herein. Based on the detected gear ratio of CVT 62,the detected engine speed and wheel speed with respective sensors 28,30, and the torque output of engine 38, ECM 12 calculates the amount ofpower being applied to the belt of CVT 62. ECM 12 limits the powerapplied to the belt of CVT 62 to a predetermined maximum level bycontrolling the position of throttle valve 34, as described herein. Thepredetermined maximum power level varies according to the detected gearratio of CVT 62. For example, a higher gear ratio of CVT 62 maycorrespond to a higher maximum power level. In one embodiment, thepredetermined maximum power level is set based on the stress or straindesign limits of the belt of CVT 62 to reduce the likelihood of CVT 62being damaged. The predetermined maximum power level may be furtherbased on the design limits of the CVT 62 to reduce the likelihood ofbelt slip. In another embodiment, ECM 12 maintains the power applied toCVT 62 to within a predetermined power range by controlling throttlevalve 34.

In one embodiment, ECM 12 is configured to maintain application of apositive torque on components of drive train 60 during periods of engineidle. For example, ECM 12 adjusts throttle valve 34 to hold the drivetrain 60 components above a zero-torque level when engine 38 is idling.In one embodiment, ECM 12 maintains the applied torque to drive train 60at a minimal level such that wheels 102, 104 are not caused to rotate.In particular, the applied torque to drive train 60 during the engineidle condition is less than the torque required to rotate driven wheels102, 104. ECM 12 monitors the torque applied to drive train 60 based onthrottle valve 34, engine manifold pressure, engine speed, and otherinputs, as described herein. In one embodiment, maintaining at least aminimal torque on the components of drive train 60 serves to reduce thelikelihood of the components clashing or colliding when drive train 60is transitioned from an idle condition to a drive condition. In oneembodiment, when engine 38 is idling and drive train 60 components areabove a zero-torque level, drive train 60 and wheels 102, 104 are moreresponsive to initial input from throttle operator 14 due to the reduced“play” in the drive train 60. In one embodiment, the torque applied todrive train 60 during the idle condition is less than or equal to about1% of the maximum torque capability of engine 38.

In one embodiment, engine 38 generates power while vehicle 100 isstationary to drive hydraulics, a power-take-off (PTO), an inverter, orother mechanical or electrical auxiliary systems. The hydraulics and thePTO may be used to manipulate an attachment or an implement, and theinverter may be used to charge an onboard battery or other energystorage device, for example. In one embodiment, when transmission 62 isin a neutral gear, an operator selects an input at user interface 48 toactivate engine 38 for generating power to the auxiliary systems. Forexample, an operator may select an input to activate the hydraulics, thePTO, or the inverter. ECM 12 controls throttle valve 34 to deliver powerfrom engine 38 to the selected system. In one embodiment, ECM 12maintains engine 38 at a fixed speed to provide constant power output tothe selected system.

In the illustrated embodiment of FIG. 3, vehicle 100 includes a safetynet 76 or other suitable platform or device configured to support theoperator and to reduce the likelihood of an operator's feet and/or legsslipping past footrests 126 (FIG. 2) of vehicle 100. A safety net sensoror switch 78 is provided at each safety net 76 to detect the attachmentof the safety net 76 to vehicle 100. Switches 78 are configured toprovide a signal to ECM 12 indicating whether safety nets 76 areproperly attached to vehicle 100. In one embodiment, vehicle 100 furtherincludes one or more seatbelts 130 or another suitable safety harnessconfigured to help secure the operator within seat 106 (FIG. 2) ofvehicle 100. For example, seatbelt 130 serves to support the operatorfrom movement away from seat 106. A seatbelt sensor or switch 132 isprovided for each seatbelt 130 and is configured to provide a signal toECM 12 indicating whether the corresponding seatbelt 130 is properlyengaged or secured. Switches 78 and 132 may include proximity sensors orlimit switches, for example. In one embodiment, switches 78 and 132communicate with ECM 12 via CAN communication.

In one embodiment, ECM 12 implements a driver equipment speed limitbased on the proper engagement of safety nets 76 and/or seatbelts 130.When a safety net 76 and/or a seatbelt 130 is not properly attached tovehicle 100 based on feedback from switches 78 and 132, ECM 12 limits orprevents operation of vehicle 100. For example, ECM 12 may implement areduced maximum speed of vehicle 100 (e.g. 5 mph) upon one of safetynets 76 and/or seatbelts 130 being removed or being improperly attached.The driver equipment speed limit feature of ECM 12 may be disabled by anoperator (e.g. by entering a disable code into ECM 12) such that safetynets 76 and seatbelts 130 are not required to be properly engaged forunrestricted operation of vehicle 100. In one embodiment, a passengersensor is provided to detect when a passenger is present. Upon detectionof a passenger, ECM 12 may limit vehicle operation based on thepassenger seatbelt 130 and/or safety nets 76 not being properly engaged.

In one embodiment, when vehicle 100 is traveling above a thresholdvehicle speed and one of nets 76 and/or seatbelts 130 is disengaged, ECM12 causes vehicle 100 to slow to a specified vehicle speed at aspecified deceleration rate. In one embodiment, the specifieddeceleration rate, the threshold vehicle speed, and/or the specifiedvehicle speed are adjustable by the operator through user interface 48.In one embodiment, the threshold vehicle speed and the specified vehiclespeed are the same. When the vehicle speed is being limited by ECM 12and the net 76 and/or seatbelt 130 is re-engaged, ECM 12 removes thespeed limit and accelerates the vehicle 100 to the speed commanded bythrottle control 16 at a specified acceleration rate. The specifiedacceleration rate may be adjustable by an operator.

ECM 12 sends a message to display 52 of user interface 48 to notify theoperator that the safety net 76 and/or seatbelt 130 is disengaged orimproperly attached. In one embodiment, if a sensor fault is detected atsensors 78 or 132, ECM 12 limits the vehicle speed to a predeterminedmaximum speed until the fault is cleared or corrected. In oneembodiment, the predetermined maximum speed is adjustable by an operatorthrough user interface 48.

While a single ECM 12 is illustrated and described in the presentdisclosure, additional controllers may be provided to perform thedisclosed functions and to provide the disclosed features of ETC system10.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

1-20. (canceled)
 21. A vehicle for traversing the ground, comprising: aplurality of ground engaging mechanisms; a plurality of vehicle systemssupported by the plurality of ground engaging mechanisms, the pluralityof vehicle systems including a plurality of suspensions operativelycoupling the plurality of ground engaging mechanisms to the chassis; anda drive train including an engine, the engine being operatively coupledto at least a portion of the plurality of ground engaging mechanisms todrive the portion of the plurality of ground engaging mechanisms; achassis supported by the plurality of ground engaging mechanisms; a seatsupported by the plurality of ground engaging mechanisms, the seathaving a forwardmost extent, the plurality of ground engaging mechanismshaving a first portion positioned forward of the forwardmost extent ofthe seat and a second portion positioned rearward of the forwardmostextent of the seat; a steering input positioned in front of the seat,the steering input operatively coupled to the first portion of theplurality of ground engaging mechanisms; a plurality of sensorssupported by the plurality of ground engaging mechanisms, the pluralityof sensors including a first suspension sensor operatively coupled to afirst suspension of the plurality of suspensions to monitor acharacteristic of the first suspension; and a controller operativelycoupled to the plurality of sensors, the controller based on at leastone of the plurality of sensors being configured to: determine if thevehicle is airborne; and adjust a performance characteristic of at leastone of the plurality of vehicle systems based on the vehicle beingairborne.
 22. The vehicle of claim 21, wherein the performancecharacteristic is a torque of the engine of the drive train.
 23. Thevehicle of claim 22, wherein the torque of the engine is adjusted reducea likelihood of damage to the drive train.
 24. The vehicle of claim 22,wherein the torque of the engine is adjusted to alter a movement of atleast one of the ground engaging mechanisms.
 25. The vehicle of claim22, wherein the torque of the engine is adjusted to alter a speed of atleast one of the ground engaging mechanisms while airborne to besubstantially the same as when the vehicle initially left the ground.26. The vehicle of claim 21, wherein the plurality of ground engagingmechanisms are wheels and the plurality of sensors includes a wheelspeed sensor and an engine speed sensor and the vehicle is determined tobe airborne based on an acceleration detected by the wheel speed sensorexceeding a design specification of the vehicle.
 27. The vehicle ofclaim 21, wherein the first suspension of the plurality of suspensionsmoveably couples a first ground engaging mechanism to the chassis, thefirst suspension including a first shock.
 28. The vehicle of claim 27,wherein the first suspension sensor monitors a characteristic of thefirst shock.
 29. The vehicle of claim 28, wherein the vehicle isdetermined to be airborne based on the characteristic of the firstshock.
 30. The vehicle of claim 27, wherein the first suspension sensormonitors a height characteristic of the first shock.
 31. The vehicle ofclaim 30, wherein the vehicle is determined to be airborne based on theheight characteristic of the first shock.
 32. The vehicle of claim 27,wherein the first suspension sensor monitors a compressioncharacteristic of the first suspension.
 33. The vehicle of claim 32,wherein the vehicle is determined to be airborne based on thecompression characteristic of the first suspension.
 34. The vehicle ofclaim 21, wherein the first suspension is positioned forward of theforwardmost extent of the seat.
 35. The vehicle of claim 21, wherein thefirst suspension is positioned rearward of the forwardmost extent of theseat.
 36. The vehicle of claim 27, wherein the plurality of suspensionsfurther includes a second suspension which movably couples a secondground engaging mechanism to the chassis, the second suspension having asecond shock and the plurality of sensors further includes a secondsuspension sensor operatively coupled to the second suspension.
 37. Thevehicle of claim 36, wherein the first suspension is positioned forwardof the forwardmost extent of the seat and the second suspension ispositioned rearward of the forwardmost extent of the seat.
 38. Thevehicle of claim 37, wherein the seat is a straddle seat.
 39. Thevehicle of claim 37, wherein the seat is a straddle seat and thesteering input is a handlebar.
 40. The vehicle of claim 37, wherein thefirst suspension sensor monitors a characteristic of the first shock andthe second suspension sensor monitors a characteristic of the secondshock.
 41. The vehicle of claim 40, wherein the vehicle is determined tobe airborne based on at least one of the characteristic of the firstshock and the characteristic of the second shock.
 42. The vehicle ofclaim 37, wherein the first suspension sensor monitors a heightcharacteristic of the first shock and the second suspension sensormonitors a height characteristic of the second shock.
 43. The vehicle ofclaim 42, wherein the vehicle is determined to be airborne based on atleast one of the height characteristic of the first shock and the heightcharacteristic of the second shock.
 44. The vehicle of claim 37, whereinthe first suspension sensor monitors a compression characteristic of thefirst suspension and the second suspension sensor monitors a compressioncharacteristic of the second suspension.
 45. The vehicle of claim 44,wherein the vehicle is determined to be airborne based on at least oneof the compression characteristic of the first suspension and thecompression characteristic of the second suspension.
 46. The vehicle ofclaim 21, wherein the plurality of sensors includes a yaw rate sensorand the plurality of vehicle systems includes a plurality of brakes andthe controller selectively applies at least a portion of the pluralityof brakes to alter a movement of the vehicle based on the yaw ratesensor.
 47. The vehicle of claim 21, further comprising a locationdetection device configured to detect a location of the vehicle and thecontroller being configured to limit a vehicle speed of the vehiclebased on whether the detected location is inside a received geographicalarea.
 48. A method of adjusting vehicle performance, comprising thesteps of: providing a vehicle configured to be driven relative to theground by operatively coupling an engine to at least one ground engagingmechanism, the vehicle including a plurality of vehicle systemsincluding at least one suspension and a drive train, the at least oneground engaging mechanism being movably coupled to a chassis of thevehicle through the at least one suspension; monitoring a suspensionsensor of the at least one suspension of the vehicle; determining thevehicle is airborne; and based on determining the vehicle is airborne,adjusting a performance characteristic of a first vehicle system. 49.The method of claim 48, wherein the step of determining the vehicle isairborne includes the step of determining the vehicle is airborne basedon the monitored suspension sensor.
 50. The method of claim 48, furthercomprising: monitoring an angular velocity of the vehicle; and adjustingat least one of the plurality of vehicle systems based on the monitoredangular velocity.
 51. The method of claim 50, wherein the plurality ofvehicle systems includes a plurality of brakes and at least a portion ofthe plurality of brakes is selectively applied based on the monitoredangular velocity.
 52. The method of claim 48, further comprising:monitoring an inclination angle of the vehicle; and adjusting at leastone of the plurality of vehicle systems based on the monitoredinclination angle.
 53. The method of claim 52, wherein a torque of theengine is altered based on the inclination angle of the vehicle.
 54. Themethod of claim 48, wherein based on determining the vehicle isairborne, adjusting a torque applied to the at least one ground engagingmechanism even during continued application of a throttle input.
 55. Themethod of claim 54, wherein based on determining the vehicle isairborne, reducing an opening of a throttle valve even during continuedapplication of a throttle input.
 56. A method of controlling performanceof a vehicle, the method comprising the steps of: receiving a drive modeselection through a user interface supported by the vehicle; adjustingat least one of a plurality of vehicle systems supported by a pluralityof ground engaging mechanisms based on the received drive modeselection, the plurality of vehicle systems including a plurality ofsuspensions operatively coupling the plurality of ground engagingmechanisms to a chassis; and a drive train including an engine, theengine being operatively coupled to at least a portion of the pluralityof ground engaging mechanisms to drive the portion of the plurality ofground engaging mechanisms; determining if the vehicle is airbornewherein the plurality of ground engaging mechanisms lose contact withthe ground; and adjusting the at least one of the plurality of vehiclesystems based on the vehicle being airborne.
 57. The method of claim 56,wherein the step of determining if the vehicle is airborne includesmonitoring at least one sensor supported by at least one of theplurality of ground engaging mechanisms.
 58. The method of claim 57wherein the at least one sensor provides an indication of acharacteristic of at least one of the plurality of suspensions.
 59. Themethod of claim 58 wherein the at least one sensor provides anindication of a characteristic of a shock of at least one of theplurality of suspensions.